Protective device of automobile wire harness connector

Abstract

The utility model discloses a protective device for an automobile wire harness connector, which comprises a first protective shell and a second protective shell which are matched with each other, and a butt joint with a male joint and a female joint is arranged in the protective device. Butt-joint sleeves are arranged on two sides of the protective shell, supporting shafts are arranged in the butt-joint sleeves to be connected with rotatable V-shaped plates, barb heads are arranged at the top ends of the V-shaped plates, and the bottoms are connected through springs. A butt joint strip with a clamping groove and a slidable arch strip are arranged at the top of the butt joint sleeve, and the arch strip is connected with the L-shaped plate and acts on the V-shaped plate. When the protective shell is in butt joint, the arch strip is pressed downwards to enable the barb head to be clamped into the clamping groove to achieve locking, and the positioning assembly fixes the arch strip through the positioning pin to prevent vibration loosening. According to the device, stable connection is ensured through a mechanical locking structure, accidental separation caused by vehicle vibration is effectively avoided through the double anti-loosening design, operation is easy and convenient, reliability is high, the protection performance of the wire harness connector is remarkably improved, and the service life of the wire harness connector is remarkably prolonged.

Description

Technical Field

[0001] This utility model relates to the field of automotive technology, specifically a protective device for automotive wiring harness connectors. Background Technology

[0002] CN217563245U discloses a protective and reinforcing device for automotive wiring harness connectors, including a device body. The device body is composed of an upper connector protective shell, a lower connector protective shell, an upper wiring harness protective shell, and a lower wiring harness protective shell. Both the upper and lower connector protective shells have springs and fixing boxes fixedly installed inside, with the springs and fixing plates fixedly connected. The fixing plate has a first heat dissipation hole, and the fixing box has a second heat dissipation hole. Because springs are fixedly installed inside both the upper and lower connector protective shells, with the other end of the springs fixedly connected to the fixing plates, when the wiring harness connector is placed on the upper part of the fixing plate inside the lower connector protective shell, and the upper connector protective shell covers the upper part of the lower connector protective shell, the two fixing plates can automatically adapt to the size of the wiring harness connector through the contraction of the springs, thereby stably clamping the wiring harness connector. However, this patent still has the following problems in actual use:

[0003] The upper and lower connector protective shells in the above-mentioned device need to be fixed with a plurality of small screws, which makes the installation of the protective shells time-consuming. When removing the screws with a general electric wrench, the screw grooves may be damaged due to operational errors, affecting the removal of the screws and thus affecting the quick removal of the two protective shells, making it impossible to achieve stable and quick installation and removal of the protective shells.

[0004] A protective device for automotive wiring harness connectors is proposed to address the problems mentioned above. Utility Model Content

[0005] The purpose of this utility model is to provide a protective device for automotive wiring harness connectors, in order to solve the problem that the upper connector protective shell and the lower connector protective shell in the aforementioned device mentioned in the background art need to be fixed with the attached small screws, which makes the installation of the protective shell time-consuming. When using a general electric wrench to remove the screw, the screw groove may be damaged due to operational errors, affecting the removal of the screw, and thus affecting the quick removal of the two protective shells, making it impossible to achieve stable and quick installation and removal of the protective shells.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a protective device for an automotive wiring harness connector, comprising a protective component, wherein the protective component comprises a first protective shell and a second protective shell, wherein the first and second protective shells are provided with a connector, wherein the connector comprises a male connector and a female connector, wherein the male connector is fixedly connected to a first wiring harness, and the female connector is fixedly connected to a second wiring harness, wherein a wire clamping semicircular sleeve is fixedly connected to the outer side of both the first and second protective shells.

[0007] The first protective shell has symmetrically fixedly connected docking sleeves on both its front and rear sides. A second spring is fixedly connected to one side of the inner bottom surface of the docking sleeve, and a first spring is fixedly connected to the other side of the inner bottom surface of the docking sleeve. A support shaft is fixedly connected to the lower middle part of the docking sleeve. A V-shaped plate is rotatably connected to the outside of the support shaft. A barb head is fixedly connected to the top of the V-shaped plate. A pad is fixedly connected to the top of the first spring. A T-shaped groove is opened on the inner wall of the docking sleeve. The top of the second spring is fixedly connected to the end of the V-shaped plate away from the barb head.

[0008] The top of the docking sleeve is slidably connected with an arch and a docking strip, the bottom of the docking strip is provided with a slot, and an L-shaped plate is fixedly connected to one end of the arch that extends into the docking sleeve.

[0009] The arch has two connecting sleeves on the same side at both ends, and a positioning component is provided in the middle of the arch.

[0010] Preferably, the barb head engages with the slot, and the pad strip slides with the T-slot.

[0011] Preferably, the arch is fixedly connected to the horizontal part of the L-shaped plate, and an adapter block is slidably connected to the bottom of the vertical part of the L-shaped plate. The adapter block is rotatably connected to the top of the end of the V-shaped plate away from the barb head.

[0012] Preferably, the top end of the docking strip is fixedly connected to the outside of the first protective shell.

[0013] Preferably, the positioning component includes a suspension bar fixedly connected to the bottom of the arch, and the suspension bar has a clearance hole in the middle.

[0014] Preferably, the first protective shell has symmetrically provided docking holes on both the front and rear sides.

[0015] Preferably, the clearance hole is connected to a positioning pin, one end of the positioning pin is interference-fitted with the mating hole, and the other end of the positioning pin is fixedly connected to a handle strip.

[0016] Compared with the prior art, the beneficial effects of this utility model are: This protective device for automotive wiring harness connectors, through a lever amplification mechanism with differentiated elastic force design of the first and second springs and an L-shaped plate compression transmission, achieves a reliable self-locking function under light operating force, improves vibration resistance, and is convenient to use. Its specific details are as follows:

[0017] 1. By coordinating the forces of the first and second springs and combining them with an innovative V-shaped plate transmission mechanism, an automatic locking function for the connector head is achieved. In terms of the transmission structure, the V-shaped plate forms a lever mechanism with the support shaft as the fulcrum. Its short arm connects to the L-shaped plate, and its long arm connects to the hook head. This lever arm design amplifies the operating force, allowing for reliable locking and unlocking actions with just a light press on the arch bar. The second spring is configured with a larger elastic coefficient. This differentiated elastic force design, through the lever amplification effect of the V-shaped plate, ensures that the hook head receives sufficient holding torque to securely engage in the slot when locked. The connection between the L-shaped plate and the V-shaped plate is adaptively adjusted via a sliding adapter block. Firstly, during vehicle operation, the force amplification effect of the lever mechanism, combined with the larger force of the second spring, effectively resists vibration interference; secondly, the optimized transmission ratio results in a small unlocking operating force, ensuring both reliability and ease of operation.

[0018] 2. Through the coordinated design of the positioning components and the core transmission mechanism, comprehensive vibration protection is achieved. In terms of structural linkage, after the positioning pin passes through the clearance hole of the suspension bar, it not only forms an interference fit with the docking hole, but also compresses the arch bar so that it cannot move, thus achieving vibration isolation; moreover, the positioning pin directly restricts the vertical movement space of the arch bar. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the front cross-section structure of this utility model;

[0020] Figure 2 This is a partial cross-sectional view of the front of the present invention.

[0021] Figure 3 for Figure 2 Enlarged installation structure diagram at point A;

[0022] Figure 4 This is a schematic diagram of the separation structure of the first protective shell and the second protective shell;

[0023] Figure 5 This is a schematic diagram of the positioning component.

[0024] In the diagram: 1. Connector; 101. First wire harness; 102. Second wire harness; 2. Protective assembly; 201. First protective shell; 202. Second protective shell; 203. Wire clamping semi-circular sleeve; 204. Connecting sleeve; 205. First spring; 206. Second spring; 207. Support shaft; 208. V-shaped plate; 209. Barb head; 210. Pad strip; 211. T-slot; 212. L-shaped plate; 213. Arch strip; 214. Connecting strip; 215. Slot; 3. Positioning assembly; 301. Suspension strip; 302. Alternating hole; 303. Connecting hole; 304. Positioning pin; 305. Handhold strip. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] Please see Figures 1-5 This utility model provides a technical solution: a protective device for automotive wiring harness connectors, including a protective component 2. The protective component 2 includes a first protective shell 201 and a second protective shell 202. The first protective shell 201 and the second protective shell 202 are provided with a connector 1. The connector 1 includes a male connector and a female connector. The male connector is fixedly connected to a first wiring harness 101, and the female connector is fixedly connected to a second wiring harness 102. The outer sides of the first protective shell 201 and the second protective shell 202 are both fixedly connected with wire clamping semicircular sleeves 203. During installation, the first wiring harness 101 and the second wiring harness 102 are first electrically connected through the male connector and the female connector of the connector 1. Then, the first protective shell 201 and the second protective shell 202 are spliced ​​together to cover the outside of the connector 1 to form a protective structure.

[0027] The first protective shell 201 has symmetrically fixedly connected docking sleeves 204 on both the front and rear sides. A second spring 206 is fixedly connected to one side of the inner bottom surface of the docking sleeve 204, and a first spring 205 is fixedly connected to the other side. A support shaft 207 is fixedly connected to the lower middle part of the docking sleeve 204. A V-shaped plate 208 is rotatably connected to the outside of the support shaft 207. A barb head 209 is fixedly connected to the top of the V-shaped plate 208. A pad strip 210 is fixedly connected to the top of the first spring 205. A T-shaped groove 211 is opened on the inner wall of the docking sleeve 204. The top of the second spring 206 is fixedly connected to the end of the V-shaped plate 208 away from the barb head 209. When the first protective shell 201 and the second protective shell 202 are joined, the mating strip 214 is inserted into the mating sleeve 204 and presses the arch strip 213, simultaneously pinching the first protective shell 201 and the second protective shell 202 together. The arch strip 213 pushes the L-shaped plate 212 down, and the L-shaped plate 212 presses one end of the V-shaped plate 208, causing the V-shaped plate 208 to rotate around the support shaft 207, which in turn drives the hook head 209 to rotate synchronously. At this time, the mating strip 214 moves completely down and fits against the pad strip 210, which slides along the T-groove 211 to complete the guidance. After releasing the pressure on the arch strip 213, the second spring 206 pushes the V-shaped plate 208 to rotate in the opposite direction and reset. The second spring 206 is in a high-intensity compression state, and the pad strip 210 is in a slightly compressed state.

[0028] The top of the mating sleeve 204 is slidably connected to an arch 213 and a mating strip 214. A slot 215 is provided at the bottom of the mating strip 214. An L-shaped plate 212 is fixedly connected to one end of the arch 213 that extends into the mating sleeve 204. A hook head 209 engages with the slot 215, and a pad strip 210 is slidably connected to a T-shaped groove 211. During the reset rotation of the V-shaped plate 208, the hook head 209 engages with the slot 215 of the mating strip 214, forming a mechanical lock. Simultaneously, the L-shaped plate 212 resets synchronously under the action of the second spring 206. Because the elastic force of the first spring 205 acting on the pad strip 210 is less than the holding force of the second spring 206 acting on the V-shaped plate 208, this mechanical design ensures that the hook head 209 stably maintains the engaged state. When separation is required, press the arch bar 213 again to move the L-shaped plate 212 down and push the V-shaped plate 208. The hook head 209 rotates with the V-shaped plate 208 and disengages from the slot 215. At this time, the docking bar 214 can be pulled out from the docking sleeve 204 to achieve the separation of the first protective shell 201 and the second protective shell 202.

[0029] The arch 213 is fixedly connected to the horizontal part of the L-shaped plate 212, and an adapter block is slidably connected to the bottom vertical part of the L-shaped plate 212. The adapter block is rotatably connected to the top of the end of the V-shaped plate 208 away from the hook head 209. During the rotation of the V-shaped plate 208, the vertical rise and fall of the L-shaped plate 212 will automatically adjust the position of the adapter block according to the angle change of the V-shaped plate 208 to ensure smooth transmission and avoid jamming.

[0030] Two mating sleeves 204 on the same side are respectively passed through both ends of the arch 213. A positioning component 3 is provided in the middle of the arch 213. The positioning component 3 includes a suspension strip 301 fixedly connected to the bottom of the arch 213. A clearance hole 302 is opened in the middle of the suspension strip 301. A mating hole 303 is symmetrically opened on both the front and rear sides of the first protective shell 201. A positioning pin 304 is connected through the clearance hole 302. One end of the positioning pin 304 is interference-fitted with the mating hole 303, and the other end is fixedly connected to a hand handle 305. After the protective shells are mated, the positioning pin 304 is inserted into the mating hole 303 through the clearance hole 302 of the suspension strip 301. The interference fit makes the positioning pin 304 inseparable from the first protective shell 201. This structure restricts the displacement of the clearance hole 302 and prevents the arch 213 from moving, thereby effectively preventing the vertical movement of the arch 213 or the accidental rotation of the V-shaped plate 208 caused by vehicle vibration, and preventing the hook head 209 from disengaging from the slot 215. The handle 305 provides a grip for the operation of the positioning pin 304, facilitating installation and disassembly. The positioning pin 304 is made of rubber damping material, with a width approximately 1-2 mm wider than the mating hole 303. The friction prevents it from naturally slipping out of the mating hole 303, and the damping and shock absorption ensure that vibration has minimal impact on it.

[0031] Working principle: Before using this type of protective device for automotive wiring harness connectors, it is necessary to check the overall condition of the device to ensure it can function properly. Figure 1 - Figure 5 As shown, firstly, the first wire harness 101 and the second wire harness 102 are electrically connected through the male and female connectors of the connector 1. Then, the first protective shell 201 and the second protective shell 202 are spliced ​​together to cover the outside of the connector 1. At this time, the mating strip 214 is inserted into the mating sleeve 204 and squeezes the arch strip 213. At the same time, the first protective shell 201 and the second protective shell 202 are pinched together. The arch strip 213 pushes the L-shaped plate 212 down and presses one end of the V-shaped plate 208, causing the V-shaped plate 208 to rotate around the support shaft 207 and drive the hook head 209 to rotate synchronously. This causes the mating strip 214 to move down completely and fit against the pad strip 210. The pad strip 210 slides along the T-groove 211. Finally, the pressure on the arch strip 213 is released, and the second spring 206 pushes the V-shaped plate 208 to rotate in the opposite direction and reset.

[0032] During the reset rotation of the V-shaped plate 208, the barb head 209 engages with the slot 215 of the connecting strip 214 to form a mechanical lock. At the same time, the L-shaped plate 212 resets synchronously under the action of the second spring 206. Since the elastic force of the first spring 205 acting on the pad strip 210 is less than the holding force of the second spring 206 acting on the V-shaped plate 208, this mechanical design ensures that the barb head 209 remains stably engaged.

[0033] When separation is required, press the arch bar 213 again to move the L-shaped plate 212 down and push the V-shaped plate 208. The hook head 209 rotates with the V-shaped plate 208 and disengages from the slot 215. At this time, the mating bar 214 can be pulled out from the mating sleeve 204, realizing the separation of the first protective shell 201 and the second protective shell 202. During this process, the vertical lifting of the L-shaped plate 212 will automatically adjust the position of the adapter block according to the rotation angle of the V-shaped plate 208.

[0034] After the protective shell is connected, the positioning pin 304 is inserted into the docking hole 303 through the clearance hole 302 of the suspension strip 301. The positioning pin 304 is fixed to the first protective shell 201 by interference fit, and the displacement of the clearance hole 302 is restricted to prevent the arch strip 213 from moving. This effectively prevents the arch strip 213 from moving vertically due to vehicle vibration or the V-shaped plate 208 from rotating accidentally and causing the hook head 209 to disengage from the slot 215. The handrail 305 provides a grip for the operation of the positioning pin 304.

[0035] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A protective device for an automotive wiring harness connector, comprising a protective component (2), the protective component (2) comprising a first protective shell (201) and a second protective shell (202), wherein the first protective shell (201) and the second protective shell (202) are provided with a connector (1), the connector (1) comprising a male connector and a female connector, the male connector being fixedly connected to a first wiring harness (101), the female connector being fixedly connected to a second wiring harness (102), and a wire clamping semicircular sleeve (203) being fixedly connected to the outer side of both the first protective shell (201) and the second protective shell (202); Its features are, Also includes: The first protective shell (201) is symmetrically fixedly connected to the front and rear sides with docking sleeves (204). A second spring (206) is fixedly connected to one side of the inner bottom surface of the docking sleeve (204), and a first spring (205) is fixedly connected to the other side of the inner bottom surface of the docking sleeve (204). A support shaft (207) is fixedly connected to the lower middle part of the docking sleeve (204). A V-shaped plate (208) is rotatably connected to the outside of the support shaft (207). A barb head (209) is fixedly connected to the top of the V-shaped plate (208). A pad strip (210) is fixedly connected to the top of the first spring (205). A T-shaped groove (211) is opened on the inner wall of the docking sleeve (204). The top of the second spring (206) is fixedly connected to the end of the V-shaped plate (208) away from the barb head (209). The top of the docking sleeve (204) is slidably connected with an arch (213) and a docking strip (214), and the bottom of the docking strip (214) is provided with a slot (215). One end of the arch (213) extending into the docking sleeve (204) is fixedly connected with an L-shaped plate (212). The arch (213) has two ends that pass through two mating sleeves (204) on the same side, and a positioning component (3) is provided in the middle of the arch (213).

2. The protective device for an automotive wiring harness connector according to claim 1, characterized in that: The barb head (209) engages with the slot (215), and the pad strip (210) slides with the T-slot (211).

3. The protective device for an automotive wiring harness connector according to claim 1, characterized in that: The arch (213) is fixedly connected to the horizontal part of the L-shaped plate (212), and an adapter block is slidably connected to the bottom of the vertical part of the L-shaped plate (212). The adapter block is rotatably connected to the top of the end of the V-shaped plate (208) away from the barb head (209).

4. The protective device for an automotive wiring harness connector according to claim 1, characterized in that: The top end of the docking bar (214) is fixedly connected to the outside of the first protective shell (201).

5. The protective device for an automotive wiring harness connector according to claim 1, characterized in that: The positioning component (3) includes a suspension bar (301) fixedly connected to the bottom of the arch bar (213), and the suspension bar (301) has a clearance hole (302) in the middle.

6. The protective device for an automotive wiring harness connector according to claim 5, characterized in that: The first protective shell (201) has symmetrical docking holes (303) on both the front and rear sides.

7. A protective device for an automotive wiring harness connector according to claim 5, characterized in that: The clearance hole (302) is connected through the positioning pin (304). One end of the positioning pin (304) is interference-fitted with the docking hole (303), and the other end of the positioning pin (304) is fixedly connected to the handle strip (305).

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